CN111498123B - Method for determining speed of accelerator rod push rod - Google Patents
Method for determining speed of accelerator rod push rod Download PDFInfo
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- CN111498123B CN111498123B CN202010294615.5A CN202010294615A CN111498123B CN 111498123 B CN111498123 B CN 111498123B CN 202010294615 A CN202010294615 A CN 202010294615A CN 111498123 B CN111498123 B CN 111498123B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control; Arrangement thereof
- B64D31/02—Initiating means
- B64D31/06—Initiating means actuated automatically
Abstract
The embodiment of the disclosure relates to a method for determining the speed of a push rod of a throttle lever. The method comprises the following steps: step S1: dividing a thrust area of an engine into a first thrust area and a second thrust area, wherein the first thrust area and the second thrust area have preset conversion threshold values; step S2: determining a first time and a first stroke of the throttle lever through the first thrust zone, and determining a second time and a second stroke of the throttle lever through the second thrust zone; step S3: and calculating a first speed of the throttle lever in the first thrust zone and a second speed of the throttle lever in the second thrust zone. The embodiment of the disclosure can eliminate the asymmetry of the left thrust and the right thrust of the airplane caused by the acceleration inconsistency and does not increase the takeoff field length.
Description
Technical Field
The embodiment of the disclosure relates to the technical field of drive control of an automatic throttle actuating mechanism of an airplane, in particular to a method for determining the speed of a push rod of a throttle lever.
Background
When an airplane takes off, an automatic accelerator actuator is often used for driving an accelerator lever from a slow car (or low thrust) to a take-off position so as to obtain take-off thrust.
If the automatic speed of the accelerator actuating mechanism driving the accelerator lever is too slow, the time of driving the accelerator lever to the takeoff position is too long, the acceleration time of an engine is too long, the takeoff field length of the airplane is increased, and the safety of the airplane is affected. If the speed of the automatic accelerator actuating mechanism driving the accelerator lever is too high, the accelerator lever is driven to a takeoff position quickly, the engine can accelerate to a takeoff rotating speed at the maximum acceleration speed, due to the acceleration inconsistency and individual difference of the engines at the left side and the right side, thrust at the left side and the right side of the airplane is asymmetric during the takeoff acceleration, and the safety of the airplane is affected in severe cases.
Relevant airworthiness regulations such as FAR33 or FAR25 do not specifically require uniformity of engine acceleration, which typically results in slower engine acceleration in the low speed region and faster engine acceleration in the high speed region due to the inherent characteristics of turbine engines. Therefore, in a period of time of engine acceleration in a takeoff stage, the engines on the left side and the right side of the airplane are accelerated inconsistently, so that the thrust on the two sides is asymmetric, and the safety of the airplane is influenced in a serious condition.
Therefore, a reasonable push rod speed determination method is needed, which can eliminate the asymmetry of the left and right thrust of the airplane caused by the acceleration inconsistency and does not increase the takeoff field length.
It is to be noted that the information disclosed in the above background section is only for enhancement of understanding of the background of the present disclosure, and thus may include information that does not constitute prior art known to those of ordinary skill in the art.
Disclosure of Invention
It is an object of embodiments of the present disclosure to provide a method for determining a throttle lever push rod speed, which, in turn, overcomes, at least to some extent, one or more of the problems due to limitations and disadvantages of the related art.
The method for determining the speed of the push rod of the throttle lever comprises the following steps:
step S1: uniformly dividing thrust areas of all engines into a first thrust area and a second thrust area, wherein the first thrust area and the second thrust area have preset conversion threshold values;
step S2: determining a first time and a first stroke of the throttle lever through the first thrust zone, and determining a second time and a second stroke of the throttle lever through the second thrust zone;
step S3: and calculating a first speed of the throttle lever in the first thrust zone and a second speed of the throttle lever in the second thrust zone.
In an exemplary embodiment of the disclosure, the transition threshold is 40% -50% of the takeoff thrust of the engine.
In an exemplary embodiment of the present disclosure, before the step S2, a total time from pushing to taking off of the throttle lever from the slow car and a total stroke of the throttle lever are obtained.
In an exemplary embodiment of the present disclosure, a total travel of the throttle lever is determined from throttle station interface data.
In an exemplary embodiment of the disclosure, a total time of the throttle lever from pushing from the slow car to takeoff is a maximum time of the engine accelerating from the slow car thrust to the takeoff thrust at a maximum acceleration.
In an exemplary embodiment of the disclosure, the first stroke is determined by mapping a static thrust and the throttle lever angle corresponding relation to the position of the throttle lever, and the first time is a time when the throttle lever passes through the first thrust zone at a maximum acceleration rate.
In an exemplary embodiment of the present disclosure, the second time is equal to the total time minus the first time, and the second trip is equal to the total trip minus the first trip.
In an exemplary embodiment of the present disclosure, the step S3 further includes the steps of:
acquiring a first push rod tolerance of the first thrust zone;
and acquiring a second push rod tolerance of the second push rod area.
In an exemplary embodiment of the present disclosure, the first speed is equal to the first stroke divided by the first time minus the first stroke tolerance, and the second speed is equal to the second stroke divided by the second time minus the second stroke tolerance.
In an exemplary embodiment of the present disclosure, the first push rod tolerance is 0.
The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects:
in the embodiment of the disclosure, the thrust areas of the engine are uniformly divided, and the push rod speeds of the throttle lever in the two thrust areas are determined according to the travel and time of the throttle lever passing through the two thrust areas, so that the throttle lever is pushed at the two determined speeds when being driven from a slow vehicle to take off. On one hand, the push rod speed of the throttle lever determines the running speed of the engine, and the engine acceleration of the left side and the engine acceleration of the right side of the airplane can be kept consistent by uniformly dividing the thrust area, so that the situation of asymmetric thrust caused by inconsistent acceleration is avoided. On the other hand, the push rod speed determined by the method is slightly lower than the maximum acceleration speed of the engine, so that the takeoff thrust of the engine accelerated at the speed close to but slightly lower than the maximum acceleration speed is ensured, and the increase of the takeoff field length of the airplane caused by the overlong acceleration time of the engine due to the excessively slow push rod is avoided.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure. It is apparent that the drawings in the following description are only some embodiments of the disclosure, and that other drawings may be derived from those drawings by a person of ordinary skill in the art without inventive effort.
FIG. 1 shows a travel-time plot of a throttle lever from slow-vehicle drive to takeoff;
fig. 2 is a schematic diagram illustrating the steps of a method for determining the push rod speed of the throttle lever in an exemplary embodiment of the invention.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
Furthermore, the drawings are merely schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus their repetitive description will be omitted.
As shown in fig. 1, the a-line represents the travel-time line of the throttle lever when the engine accelerates to the takeoff speed at the maximum acceleration rate, and it can be seen that in this case, the time taken is too short and the requirement for the total time for the engine to accelerate from slow to takeoff is not met by the engine airworthiness regulations such as FAR33 or aircraft airworthiness regulations such as FAR 25. The b1 graph represents the stroke-time line of the throttle lever when the left engine of the airplane accelerates to the takeoff speed under the condition of non-uniform speed, the b2 graph represents the stroke-time line of the throttle lever when the right engine of the airplane accelerates to the takeoff speed under the condition of non-uniform speed, and comparing b1 and b2, it can be seen that the acceleration rates of the left engine and the right engine are not the same, even when the left engine starts to operate at high speed, the right engine still operates at low speed, and therefore, the thrust on the left side and the right side is asymmetric, and the safety of the airplane is seriously affected.
Based on this, the present example embodiment provides a method of determining throttle lever push rod speed, which may include the steps, as shown in fig. 2:
step S1: uniformly dividing thrust areas of all the engines into a first thrust area and a second thrust area, wherein the first thrust area and the second thrust area have preset conversion thresholds;
step S2: determining the first time and the first stroke of the throttle lever passing through the first thrust zone, and determining the second time and the second stroke of the throttle lever passing through the second thrust zone;
step S3: a first speed of the throttle lever in the first thrust zone and a second speed of the throttle lever in the second thrust zone are calculated.
In the embodiment of the disclosure, the thrust areas of the engine are uniformly divided, and the push rod speeds of the throttle lever in the two thrust areas are determined according to the travel and time of the throttle lever passing through the two thrust areas, so that the throttle lever is pushed at the two determined speeds when being driven from a slow vehicle to take off. On one hand, the push rod speed of the throttle lever determines the running speed of the engine, and the engine acceleration of the left side and the engine acceleration of the right side of the airplane can be kept consistent by uniformly dividing the thrust area, so that the situation of asymmetric thrust caused by inconsistent acceleration is avoided. On the other hand, the push rod speed determined by the method is slightly lower than the maximum acceleration speed of the engine, so that the takeoff thrust of the engine accelerated at the speed close to but slightly lower than the maximum acceleration speed is ensured, and the increase of the takeoff field length of the airplane caused by the overlong acceleration time of the engine due to the excessively slow push rod is avoided.
Hereinafter, each step of the above-described method in the present exemplary embodiment will be described in more detail.
In step S1, a program may be set in the auto throttle actuator system to uniformly divide the thrust area of the engine into a first thrust zone and a second thrust zone in conjunction with the acceleration performance data of the engine and provided by the engine supplier, such as the first thrust zone operating at a lower speed and the second thrust zone operating at a higher speed. The first thrust zone and the second thrust zone have preset switching thresholds, and in one embodiment, the switching threshold is set to be 40% -50% of the takeoff thrust of the engine, for example, when the system sets the switching threshold to be 40% of the takeoff thrust, the first thrust zone is a region where the throttle lever is pushed from the slow gear to the takeoff thrust of 40%, and the second thrust zone is a region where the throttle lever is pushed from the region where the takeoff thrust is 40% to the takeoff thrust. Of course, the switching threshold may also be 43%, 45%, 50%, etc. of the takeoff thrust, or due to a slight error, the switching threshold may also be a small interval range, for example, 43% -45%, 45% -47%, 47% -50%, etc. of the takeoff thrust, and the value of the switching threshold may be determined specifically according to the acceleration characteristic of the actual engine of the aircraft. Therefore, after the preset conversion threshold value is fixed, the system can ensure that the engines on the left side and the right side are accelerated at the same speed in the process from slow running to takeoff of the airplane, and the condition of uneven speed is avoided.
The automatic throttle actuator system also needs to acquire the total time from pushing to take-off of the throttle lever from the slow car and the total travel of the throttle lever before step S2. On the same airplane, the position of the throttle lever in the slow car gear is fixed, the total stroke of the throttle lever can be obtained through throttle platform interface data, and the total time from pushing the slow car to taking off of the throttle lever is the maximum time from the thrust of the slow car to the thrust of taking off of the engine accelerated at the maximum acceleration. The total time and the total travel are obtained, so that the calculation of the first speed and the second speed in the subsequent steps is simpler and quicker.
In step S2, the first stroke may be determined by mapping the static thrust to the throttle lever angle, and the first time is a time when the throttle lever passes through the first thrust zone at the maximum acceleration rate. Accordingly, the second time is equal to the total time minus the first time, and the second trip is equal to the total trip minus the first trip.
In step S3, the automatic throttle actuator system further needs to obtain a first push rod tolerance of the first thrust zone and a second push rod tolerance of the second thrust zone. The introduction of tolerances may make the final first and second speed calculations more accurate.
The system will obtain a final calculation formula of a first speed and a second speed, specifically, the first speed is equal to the first stroke divided by the first time and then subtracted by the first push rod tolerance, and the second speed is equal to the second stroke divided by the second time and then subtracted by the second push rod tolerance, so that the push rod speed of the throttle rod is obtained. After a calculation module in the system calculates a first speed and a second speed according to the formula, the data are transmitted to a control module, and then the control module controls an accelerator rod to push a rod according to a calculation result.
In one embodiment, the first pushrod tolerance may be 0. Because the first thrust zone runs at a lower speed, the deviation value between the left engine and the right engine is smaller, and the influence on the asymmetry of the left thrust and the right thrust of the airplane is smaller, the tolerance of the first push rod can be 0, so that a calculation formula is more simplified, and the running speed of the system is improved.
The second thrust zone runs at a higher speed, the thrust value is larger, the influence on the asymmetry of the left thrust and the right thrust of the airplane is larger, the tolerance of the second push rod is not recommended to be 0, and a small value can be properly selected.
In fig. 1, the c-line is the stroke-time line when the throttle lever pushes the lever at the optimal push rod speed determined according to the method, and as can be seen by comparing the c-line with the a-line, the first speed and the second speed determined according to the method are both smaller than the maximum acceleration speed of the engine, so that the engine can be ensured to take off at a take-off thrust close to but slightly smaller than the maximum acceleration speed, and the increase of the take-off field length of the airplane caused by the overlong acceleration time of the engine due to the excessively slow push rod cannot be caused.
The rotating speed of the engine is increased along with the angle of the throttle lever in real time, so that the acceleration inconsistency and nonuniformity of the left engine and the right engine are eliminated, and the left thrust and the right thrust are symmetrical when the airplane takes off and accelerates. (2) The speed of the push rod is slightly lower than the maximum acceleration speed of the engine, so that the takeoff thrust of the engine accelerated at the speed close to but slightly lower than the maximum acceleration speed is ensured, the overshoot of the engine is effectively reduced, the control precision is improved, the overrun probability of the engine is reduced, and the running reliability of the engine is improved.
In conclusion, the method for determining the speed of the automatic accelerator actuating mechanism driving the accelerator rod push rod during the takeoff of the airplane is simple, fast and convenient to implement, the inconsistency and nonuniformity of the acceleration of the left engine and the right engine are eliminated, and the increase of the takeoff field length of the airplane caused by overlong acceleration time of the engines due to too slow push rods is avoided.
It should be noted that although the various steps of the methods of the present disclosure are depicted in the drawings in a particular order, this does not require or imply that these steps must be performed in this particular order, or that all of the depicted steps must be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken down into multiple step executions, etc. Additionally, it will also be readily appreciated that the steps may be performed synchronously or asynchronously, e.g., among multiple modules/processes/threads.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
Claims (4)
1. A method for determining the speed of a push rod of a throttle lever is characterized by comprising the following steps:
step S1: uniformly dividing thrust areas of all engines into a first thrust area and a second thrust area according to the acceleration characteristics and the acceleration performance data of the engines, wherein the first thrust area and the second thrust area have preset conversion thresholds, and the conversion thresholds are 40% -50% of takeoff thrust of the engines;
and acquiring the total time from pushing to taking off of the throttle lever from the slow car and the total stroke of the throttle lever.
Step S2: determining a first time and a first stroke of the throttle lever through the first thrust zone, and determining a second time and a second stroke of the throttle lever through the second thrust zone;
the first stroke is determined by mapping the first stroke to the position of the throttle lever according to the corresponding relation between static thrust and the throttle lever angle, the first time is the time when the throttle lever passes through the first thrust zone at the maximum acceleration, the second time is equal to the total time minus the first time, and the second stroke is equal to the total stroke minus the first stroke;
step S3: calculating a first speed of the throttle lever in the first thrust zone and a second speed of the throttle lever in the second thrust zone; acquiring a first push rod tolerance of the first thrust zone; acquiring a second push rod tolerance of the second thrust zone; the first speed is equal to the first stroke divided by the first time minus the first ram tolerance, and the second speed is equal to the second stroke divided by the second time minus the second ram tolerance.
2. The method of claim 1, wherein the total travel of the throttle lever is determined from throttle table interface data.
3. The method for determining the speed of the throttle lever push rod as recited in claim 2, wherein the total time of the throttle lever from slow car pushing to takeoff is the time of the engine accelerating from slow car thrust to maximum takeoff thrust at maximum acceleration.
4. The method of determining throttle lever push rod speed of claim 1, wherein the first push rod tolerance is 0.
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| CN202010294615.5A CN111498123B (en) | 2020-04-15 | 2020-04-15 | Method for determining speed of accelerator rod push rod |
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| CN202010294615.5A CN111498123B (en) | 2020-04-15 | 2020-04-15 | Method for determining speed of accelerator rod push rod |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112373704A (en) * | 2020-11-17 | 2021-02-19 | 中国商用飞机有限责任公司 | System for realizing emergency control of airplane by controlling engine thrust and airplane |
| CN114876647B (en) * | 2022-06-01 | 2023-07-21 | 中国航发沈阳发动机研究所 | Method and system for automatically executing warm-up of aero-engine |
| CN115059549B (en) * | 2022-06-16 | 2024-01-02 | 中国航发沈阳发动机研究所 | Control method and system for preventing misoperation of throttle lever with large Mach number |
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